Chittagong, recently renamed as Chattogram is the main port of Bangladesh.
Panocean Limited serving at Chittagong port since 2003. Vessel calling at Chittagong , also discharge part cargo at Mongla.
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A. To the Sea :
(a) The entrance to the river with Patenga Beacon as centre if an arc is drawn seaward with a radius of 7 nautical miles till intersects the Coastline in Position Lat : 22° 20.4′ N Long : 091° 45.4′ E in the North and Lat : 22°7′ N Long : 091°50.5′E in the South, the area enclosed within the extremities of the arc;
(b) in addition to sub-clause (a), the extended seaward limit of the Port shall be as follows :
(i) North Sector: An area enclosed by joining the co-ordinates Lat: 22° 40.30′ N Long 091° 33.00′ E at Domkhali, Sitakunda, Lat: 22° 38.50′ N Long: 091° 30.00′ E at 2.90 NM seaward west of Domkhali, Sitakunda, Lat: 22° 30.00′ N Long: 091° 37.00′ E at 4.5 NM seaward west of Kumira, Lat: 22°19.30′ N Long: 091° 40.00′ E at 5.3NM seaward west of Kattoli and Lat: 22° 19.30′ N Long : 091° 43.10′ E at 2.0 NM seaward west of Kattoli intersecting 7 nautical miles radius arc from Patenga beacon at North;
(ii) South Sector: An area enclosed by joining the co-ordinates Lat: 21° 30.00′ N Long 091° 52.00′ E at Sonadia Island, Lat: 21° 30.00′ N Long: 091° 40.00′ E at 9.5 NM seaward west of Sonadia Island, Lat: 22° 06.90′ N Long: 091° 40.00′ E at 9.7 NM seaward west of Gohira, Lat: 22° 06.90′ N Long: 091° 45.80′ E at 5.5 NM seaward west of Gohira intersecting 7 nautical miles radius arc from Patenga beacon at South and including Kutubdia Channel;
B. (a) A line drawn across the River Karnafuli in a North 39°-30′ West (true) direction from a masonry pillar situated 1½ mile above the railway bridge at Kalurghat on the left bank of river in the village Kadurkhil, to a pillar situated on the right bank of the river in the village of Guzara-Noapara;
(b) A line drawn West (true) across the River Halda from a masonry Pillar situated on the left bank of river ¾ mile above the mouth in the right bank of the river in the village Mauhara;
C. To the North :
A line drawn West (true) to a distance of 1/10th miles towards land from the boundary Pillar whose latitude is 22°-15′-28″ North and longitude is 91°-46′-49″ East, in the village Patenga;
D. To the South :
A line drawn West (true) to a distance of 1/10 miles towards land from the boundary Pillar whose latitude is 22°-9′-5″ North and Longitude 91°-49′-29″ East, in the village Pourgapara.
2. These limits include so much of the River Karnafuli, the shore thereof as lie within 50 yards of high water mark at ordinary spring tides.
3. These limits also include docks, wharves, quays, stages, jetties, piers, ware-houses, sheds, railway line and yards within the limits of the boundary area and such area outside it as shown by boundary piliars on Plan No. 50 of the Port Commissioners.
Circulars : Chattogram Port Authority Circular. by Ministry of Shipping dated 21st Jan 2019
BANGLADESH COVERS AN AREA OF
147,570 sq km, a little more than the size of Greece. It extends from 20°34N to 26°38N latitude and from 88°01E to 92°41E longitude. Maximum extension is about 440 km in the E-W direction and 760 km in the
Anchorage A: the northernmost anchorage for vessels of more than 10 meters draught.
Anchorage B: in between anchorage “A” and “c”, for vessel’s scheduled to enter the
Anchorage C: the southernmost anchorage for lightering vessels and other not scheduled to enter within 24 hours.
From Anchorage to Jetty Berth need approx 2 hours duly compulsory piloting by Port Pilot. Vessels drawing a draught of fewer than 8.5 m usually approaches to Chittagong outer anchorage directly at any time. Vessels drawing draught between 8.5m to 9.5m also approach to the outer anchorage directly depending on the time of arrival and height of the tide. However, vessels drawing draught over 9.5
m usually wait for the rising tide to approach Chittagong outer anchorage if arrives in the falling tide.
DENSITY OF WATER
The density of water varies at each turn of the tide which is semi-diurnal with prominent diurnal effect. It is therefore advisable that the masters check. That density of water at the CPA outer anchorage.
The weather in Bangladesh is largely governed by the monsoon. The prevailing wind directions are from south to southeast during the month of April
through September. After taking easterly direction for a while, The wind turns to the northerly and northeasterly directions, The latter prevails from November to January. During the month of February and March, winds turn via westerly direction back to the transition periods between monsoon and season in May, October and November, extreme of inclement weather like cyclones often occur with wind velocity in excess
of 30 knots. The waves are generally low showing distinct relation with the wind. The waves period vary between 3-4 seconds of waves of about 0.5 meters and about 6 seconds for waves of 2 meters.
During the months May to October, freshets are expected. Freshets are caused by the normal velocity of flow of EBB tide augmented by
expected when rainfall intensity reaches 200 mm in 24 hours.
Loss Prevention for Chattogram, Mongla and Payra Ports
Navigation Support at Kutubdia
Seasonal winds, Seas & Swell, congested anchorage Area, comparatively small area etc are concerns for any shipowners. Need more info or 24/7 Pilotage support, please email at info@panoceanbd,com,
LIGHTERING OF CARGO AT CHITTAGONG ANCHORAGE AT MONSOON SEASON
Panocean pleased to update on STS operation. Lightening of cargo at Chittagong outer anchorage becomes relatively more difficult with the onset of monsoon and the period from May to October is considered as the monsoon. At any time within this period, rough sea and inclement weather is a common feature of the weather condition and often the weather condition deteriorates so abruptly that incidents, such as the one under consideration, becomes unavoidable. During this period, lighter vessels fastened alongside mother vessel experience heavy rolling and pitching often causing hard scarping, bendings and indentations to the mother vessels railing and hull. This is despite the fact that generally, the lighter vessel has fendering arrangements consisting of old mooring ropes wrapped around wooden spars often used or second-hand tires from automobiles are also used as fenders. Insofar as damages to mother vessel are concerned, top shell plate of the forecastle deck, bulwark gunwale, bulkhead (Both port and STBD side), brackets underneath and horizontal to gunwale and the hull, in general, are the areas of the mother vessel prone to contact damages caused by lighters situation worsens often because of the fact that generally the lighter vessel do not have winches fore and aft in order to heave up berthing ropes quickly. It is true that lightering at Chittagong outer anchorage during the period of yearly monsoon is difficult but it is only during some of seasonal the period. If adequate preventive measures are taken, collisions of nature under consideration can be avoided. However due consideration to the involved facts and circumstances leading to a particular incident are to be given. Usually the freeboard of a lighter vessel is much higher than that of the mother vessel when the former approach the latter the reason being that the lighter vessel is in light condition while the mother vessel is fully loaded to avoid contact damage in such in a situation a close communication/coordination between both the lighter and mother vessel involved are needed.
Relevant navigational information’s as per Chittagong port regulations are given below which need to be followed for safe navigation:
1. SHIP MOVEMENT generally commences
about 4/5 hrs. before the day’s High water.
2. MOVEMENT OF VESSELS on the day’s
marked AM & PM depend upon draught,
the rise of tide, availability of berth & available
daylight. All concerned are to consult the
Harbour Master 24 hrs. before the
movement. In such cases, Ship’s with day’s
maximum draught will be handled during
AM or PM depending on the availability of
day light hours.
3. DURING the spring tide/freshets/foul
weather vessels under 7 knots will not be
normally handled and all such vessels will
be classed at GRADE-II for operational
purposes and shall be handled
conveniently. Agents of such vessels are
required to consult the undersigned well in
4. The port will not be responsible if the
declared draught are reduced due to
conditions arising out of freshet effect or
other causes which cannot be forecast.
Owners & Owners agent are advised to
consult the undersigned regarding deep
draught vessels in advance.
5. Vessels entering or leaving port must have
full power on main engine & deck
machinery’s, both anchors with full length
6. All vessels entering/leaving port shall
display their signal letters.
a. Ship Masters are required to anchor clear of
the “PROHIBITED ANCHORAGE”.
b.Ship Masters must not anchor their vessels
near the River entrance.
c. Ship Masters must manoeuvre with great
care while embarking/disembarking pilots.
d.Pilot ladder as per regulation must be
e. Ship Masters must note that the strong tidal
conditions prevail at outer anchorage and
f.care must be taken while manoeuvering
anchoring or heaving up anchors.
g. Crossing of the bow at close range shall never be
8. Ship master are advised in their own
interest to maintain a watch on the Fo’castle
and poop while the vessels are at outer
9. Ship master must send their ETA,
DRAUGHT and other particulars to the
undersigned well in advance.
10. All ships in port to provide requisite “RAT
GUARDS” in the mooring ropes.
11. Ship master on arrival and prior to
departure, are required to ensure that the
vessels draught marks are clearly visible for
Pilots to read the draught correctly.
12. Ship master are required to ensure that no
major chipping of ships side is carried out
while their vessels are in port.
13. UNDUE “SMOKING” from the vessels
within the port area is strictly prohibited.
14. DISCHARGING of water on the jetty and
listing of vessels while alongside is strictly
15. Karnafulli being tidal river, it is essential for
vessels entering port to have six good ropes
(HAWSER & WIRE) forward and similar
six ropes aft. for mooring purpose.
16. IN AN EMERGENCY, Signal for Tug in
port consist of 4 prolonged blasts on the
17. IN AN EMERGENCY, the following may
be contacted on PHONES:
18. VHF(R/T) watch is maintained in the Port
Administrative Building, round the clock
and the same can be contacted any time
during day or night channel-12(Frequency
156.6MHZ or Channel-16, Frequency 156.8
MHZ ) watch on 2182 KHZ is also
19. Ship masters approaching Chittagong road
are advised not to attempt to cross bow of
vessels at anchor/underway to avoid drifting
on them resulting probable collision in view
of the prevailing strong current at outer
anchorage. However, if it is inevitable to
cross, ship master may do so with caution
by giving wide berth to the vessels at
anchor/underway considering the minimum
a velocity of the current being 6 knots and
other marine factors.
20. When a vessel is given standby from
Radio Control for entering Port & Pilot is
on his way, it is advisable that ship master
should heave up anchor and wait for the
Pilot steaming the tide near about position,
Patenga Lighthouse bearing 045º (T)
distance 2 miles if deemed safe to do so.
21. Vessels having a container on the deck
obstructing a clear view of forwarding and or
obstructing a clear view of the starboard side
when viewed from port bridge wing and
vice versa will not be allowed to navigate
in the channel of Karnafulli River. When
considering a clear view, small craft crossing
the vessel’s bow should be taken into
22. Vessels arriving for demolishing purpose
are advised to drop anchor North of Lat:
22º 16’ that is North of Alfa Anchorage.
23. Under all circumstances international
regulation for preventing a collision at sea,
1972 and as amended in 2002 to be
followed as closely as possible while
navigating within the Port limit of CPA.
24. Admiralty Chart No. 84 “Approaches to the
“Karnafuli River” Bay of Bengal Folio”,
Admiralty Chart No. 859 “Elephant point
to Matla River”: Bay of Bengal Folio.
These charts need to be considered.
We Avoid Any Conflit of Interest
Panocean always dedicated to protecting shipowners/charterer’s interest, project consultancy, project management for tanker vessel’s cleaning operation, online live reporting for survey operation. The company is registered with Joint Stock Company In Bangladesh and is the sister concern of Coast To Coast P&I Services Ltd.
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